Tie bed scarifier



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w. B. BLIX, JR., ET AL 3,294,033

Dec. 27, 1966 TIE BED SGARIFIER 6 Sheets-Sheet 4 Filed NOV. 29, 1963 Dec. 27; 1966 w. B. BLIX, JR, ET AL 3,294,033

I TIE BED SCARIFIER 6 Sheets-Sheet 5 Filed Nov. 29, 1963 INVENTORS. n [zrz/A/ a. aux, .re. mu 44 0 a #0014 1?.

Dec. 27, 1966 w. B. BLIX, JR., ET AL 3,

TIE BED SCARIFIER Filed Nov. 29, 1963 6 Sheets-Sheet 6 W x x Q 3 J ii l Q23 Q INVENTORS. WilfZ/A/ .e. aux, IF.

United States Patent 3,294,033 TIE BED SCARIFIER Weltzin B. Blix, .lr., South Milwaukee, and Edward H. Krause, Jr., New Berlin, Wis., assignors to Nordberg Manufacturing Company, Milwaukee, Wis., a corporation of Wisconsin Filed Nov. 29, 1963, Ser. No. 326,744 24 Claims. (Cl. 1049) This invention relates to a railroad tie bed scarifier and inserter and has for a primary purpose a method and apparatus for forming a trench beneath the rails of a railroad track and for inserting a tie within the trench.

One purpose of the invention is a tie bed scarifier using a pair of generally parallel and transversely extending bladelike diggers which are dropped or forced into the ballast and opened to form a trench.

Another purpose is a machine of the type described mounting a tie inserting boom on the side of its frame.

Another purpose is a tie bed scarifier including a pair of vertically movable blades adapted to be dropped into the ballast and then moved apart to form a trench in the ballast.

Another purpose is a compact, reliably operable machine for quickly inserting a tie beneath a completed stretch of railroad track.

Another purpose is an improved method of inserting ties beneath a completed stretch of railroad track.

Another purpose is a method of inserting ties beneath railroad track on a selective or spot basis which does not disturb the existing ballast.

Another purpose is a method of the above type which disturbs the existing ballast the least amount.

Another purpose is a method of the above type which forms a trench as close to the size of the tie as possible.

Another purpose is a method of the above type which restrains or holds back the walls of such a trench while a new tie is being inserted.

Another purpose is a device which provides rigid colfer dams defining a generally open trench beneath the rails of the track so that the tie can be inserted with a minimum resistance.

Another purpose is a machine of the above type which accurately and closely channels the new tie into proper position.

Another purpose is a device and method of the above type which prevents the new tie from skewing or cocking under the rails.

Another purpose is a scarifying device for forming a trench under the rails so that the bottom or floor of the trench is accurately spaced from the bottom of the rails so that the inserted new tie has to be raised a minimum amount during spiking.

Another purpose is a scarifier which defines a trench about the same size as the tie so that after a new tie is inserted, minimum tamping is required.

Other objects will appear from time to time in the ensuing specification, drawings and claims.

The invention is illustrated diagrammatically in the following drawings wherein:

FIGURE 1 is a perspective of an apparatus of the type described;

FIGURE 2 is an enlarged side elevation of the apparatus shown in FIGURE 1, with portions removed for clarity;

FIGURE 3 is a side elevation, similar to FIGURE 2, but with the trench forming blades in the down and open position;

FIGURE 4 is a section along plane 44 of FIG- URE 3;

3,294fi33- Patented Dec. 27, 1966 FIGURE 5 is a partial front view of the apparatus shown in FIGURES l, 2 and 3;

FIGURE 6 is a partial enlarged top plan view of the machine illustrating the means for inserting a tie into the formed trench;

FIGURE 7 is a top plan view, partly in section, on an enlarged scale, of an alternate form of cable drive;

FIGURE 8 is a side view of the drive shown in FIGURE 7;

FIGURE 9 is a section along line 9-9 of FIGURE 8; and

FIGURE 10 is a schematic of the hydraulic and power system.

The machine shown in FIGURE 1 may include a frame 10 mounting conventional railroad wheels 12 to move the machine along the track, although it may be off track, for example on tractor treads. In the preferred form, the machine may be self-propelled, although this is not essential. Mounted on the frame 10 are four uprights or supports 14 which mount a cover or canopy 16 at their upper ends. An operators seat 18 may be mounted on the frame 10 and a control console 20 may be positioned in front of the operators seat. A tie inserting apparatus is indicated generally at 22 and is pivotally mounted to the side of the frame and will be described in detail hereinafter. Pivoted to the rear of the frame and extending forward is a blade structure indicated generally at 24 which will also be described in detail. An engine is schematically indicated at 25 for driving a pump, for example to supply hydraulic fluid to various hydraulic motors for operating the cylinders, the propulsion mechanism, the winch, all described hereinafter, and any other power devices on the machine.

Mounted at each side of the rear of the frame It) may be a pair of spaced brackets 23. There is an elongated arm 30 pivoted between each of the brackets with the arms 30 together mounting the scarifier assembly or blade assembly 24. A piston and cylinder assembly 34 is pivotally connected to each arm, as at 36, and to the top of each pair of brackets, as at 38. Preferably the piston and cylinder assemblies are hydraulic, although they could be air or otherwise. The piston and cylinder assemblies 34 are effective to raise and lower the arms 30 and the scarifier assembly 24.

The scarifier assembly 24 may include a pair of transversely extending blades 40. Preferably each of the blades extends the complete distance between both rails and extends outside of the rails a distance generally equal to the distance which a tie extends beyond the rails. In this way the trench formed by the blades will be sufficiently long to completely receive the tie, note FIGURE 1. Each of the blades 40 may have somewhat triangular end plates 42 and a top plate 44. There may be a plurality of generally triangular shaped spacer plates 46 and laterally extending supports or the like 48 extending between the spacer plates for strength. The blade length is such that it extends well beyond the end of the tie. One end may be funnel-shaped to assist in guiding the tie in, although this has not been shown. These extensions, which would be on one side, may be pivoted so that they will swing up to reduce their length during traveling.

Each of the blades mounts a pair of brackets 54 and 51 near each end of the blades. The brackets are sli-deable on cross or slide rods 52. Rods 52 are supported in a framework 54 which is attached to the arms 30. Pivotally attached to each of the brackets 50 is a link 56 with the pair of links at each end of the blades being pivotally connected together at their upper ends, as at 58. A pair of upstanding guide members 60 on framework 54 cooperate with each pair of links such that the pivot point 58 of the links is slideable in a central slot 62 in the guide member.

Each of the pivot points 58 is fixed to the piston rod of a piston and cylinder assembly 64 mounted on frame 54. There are a pair of piston and cylinder assemblies 64, as illustrated in FIGURE 1, with each assembly cooperating with a set of links 56 such that they will slideably move the blades 40 from the closed position of FIGURE 2 to the open position of FIGURE 3. It is preferred that each piston and cylinder assembly 64 be hydraulic, although it maybe air or otherwise.

As illustrated in FIGURE 5, each of the blades 40 has openings 66 which are in alignment with the rails so that the blades may dig down into the ballast across the complete width of the road bed. The height of the blades is substantially greater than the height of the rails so that the blades may dig down into the ballast a depth sufiicient to accommodate a tie. The blades 40 are preferably adjustably mounted so that they can be raised and lowered to accommodate different rail heights and tie depths, although this has not been shown in detail. The center of each of the blades 40 is somewhat deeper and forms a point 68. In this way, the center of the trench dug by the blades may be deeper than the remaining parts of the trench. This is important in that as a tie is inserted in the trench it will push some ballast ahead of it. This ballast may accumulate in the center or deeper part of the trench and will not hinder the insertion of the tie.

As illustrated in FIGURES 3 and 4, we may provide a stabilizing assembly 70 for fixing the machine to the track during the scarifying and tie insertion operations. A piston and cylinder assembly 72, which may be hydraulic, or otherwise, is pivotally attached, as at 74, to a link 80. The link 80 is fixed to a lever or hook 82, which is pivotally connected to a bracket 78 which is fixed to the front of the frame 10. In operation, when the piston and cylinder assemblies are extended in the manner shown in FIGURE 4, the hook 82 will grab one rail beneath the base to stabilize the machine on the rails against the reaction thrust of the tie inserter.

The blades are shown in their raised position in FIG- URE 2 and their lowered position in FIGURE 3. We may provide a brace or lock structure which may take the form of a pivot 84, possibly one on each side of the frame, pivoted to the frame at 84a, and adapted to either lie fiat or to pivot up and abut the arms 30, as at 84b, to hold the scarifying blades and arms in the raised position of FIGURE 2. For example, this may be advantageous during traveling so that power can be taken off of the cylinders 34.

Pivoted between a pair of brackets 86 fixed to one side of the frame is a boom 88. The boom is connected through a link 90 to a piston and cylinder assembly 92 mounted on the front of the frame, as shown in FIGURE 6. The piston and cylinder assembly 92 is effective, through link 90, to move the boom back and forth between the full line and dotted line positions of FIGURE 6. There is a sheave 94 rotatable at or adjacent each end of the boom 88. A cable 96 or the like runs around the sheaves and has a portion 98, shown in FIGURE 1, which passes around another sheave 101 mounted in an end bracket 103 generally at right angles to sheave 94 and extends out to a manual tie aligner 100. The cable may be reeled in by a suitable winch 111 or the like on the frame of the machine. The tie aligner may be clamped on the end of the tie and the handle 102 will be used by a workman to properly align the tie with the trench formed in the ballast. A small boom 104 or the like may be pivoted to boom 88 and may be biased inwardly in a scissors manner by a spring 106 or the like. A control line 108 which is attached to the handle 102 runs along boom 104 so that the line will be held off the ground.

The basic operation is that the blades are raised to the position shown in FIGURE 2, then more or less freely dropped, thereby penetrating the ballast. Then the blades are spread to the position shown in FIGURE 3. From the FIGURE 1 position, the boom 22 is pivoted to its inward position so that sheave 101 is put more or less directly over the rail and between the blades 40. Then the cable is reeled in by the power winch 111 thereby inserting the tie. The boom 22 is then pivoted out, to the position of FIGURE 1, and the blades are raised to the position of FIGURE 2.

For the next operation, the cable must be pulled or forced out again. This may be done by power so that the workmen do not have to pull the cable out through its many twists and turns while backing down the shoulder of the roadbed, an awkward procedure.

This may be done, for example, by a mechanism such as shown in detail in FIGURES 7 through 9 in which a suitable hydraulic motor drives a belt or chain 112 through a sprocket 114, which in turn drives a sheave 116 mounted on a suitable pivot 118 held in plates 120 fixed to the frame. A follower roller 122 mounted on a bracket 124 pivoted at 126 and spring biased against the sheave 116, at 128, holds the cable firm against the driven sheave. The result is that when the cable is due to be pulled out, the motor 110 may be energized, thereby driving the pulley 116 and paying out the cable.

It should be understood that a drive arrangement, such as shown in FIGURES 7, 8 and 9, may be mounted on the end of arms 88 so that in its tortuous path through the various pulleys and guides, the cable would be power driven or pulled, rather than pushed. In the latter case, guides and enclosures would not be necessary around the various sheaves and along the length of the arms and through the frame of the machine.

On the other hand, the cable may be powered out by reversing the winch and trapping the cable in a collection of shields and guides. The workmen at the same time, should probably keep tension on the end of the cable, as at 98. We use various guards and enclosures on the arms 88, around the various pulleys 94, 101, etc. to form a closed channel between the winch and the outer end at pulley 101 where the cable is free. Thus, the cable or line cannot escape or bulge out at any point between the drive and the last pulley 101.

In FIGURE 10, the hydraulic circuit for the various components has been shown in which a pump 130 supplies high pressure oil to a main circuit 132, while a second pump 134 supplies oil to an auxiliary or second circuit 136.

In the main circuit 132, line 137 leads to a valve 138 which controls the supply of oil to a winch motor 139 to reel in or pay out the cable. The excess from the winch motor passes through a line 140 .to a boom valve 142 which controls the boom cylinder 92, shown in FIGURE 6, for moving the boom in and out. This same valve may also control the clamp cylinder 72 so that when the boom is operated, the clamp will also be automatically operated. A manually operated valve 144 may be used to lock the clamp in place by blocking the line when the clamp is in the position shown in FIGURE 4. But this is not essential.

For this matter, the clamp cylinder itself may be completely eliminated and the machine works quite satisfactorily under most conditions without any sort of clamp mechanism, as in FIGURE 4. This, of course, depends upon the weight of the machine and the conditions of the roadbed. But it should be understood that such a feature is optional.

In any event, the exhaust from the boom control valve 142 goes through a line 146 to a valve 148 which controls the scarifying cylinders 64. Thus, the manipulation of valve 148 will move the blades 40 in and out. The discharge from the scarifying valve 148 passes through line 150 to another valve 152 which controls the propulsion unit, designated generally 154. The propulsion unit has a drive motor 156 controlled by a double check valve 158 adapted to release and bypass the propulsion motor at a predetermined pressure, regardless of which way the unit is running, the discharge from the motor going to the return or sump tank by a connection 160. Check valves 162 may be provided in the line to prevent backfiow in the event make-up fluid is being added to the system, forced back from the sump connection 160. The propulsion control valve 152 supplies fluid to one side of the motor with the open side of the propulsion valve discharging to the sump by a connection 164.

The main circuit is controlled by a pressure relief valve 166 which is set to relieve at a predetermined pressure. This valve controls except when the unit is being propelled, which will cause a back pressure on valve 166 through line 168.

The second or auxiliary circuit 136 basically operates the lift cylinders 34 by a line 1711 connected to a valve 1'72 which in turn supplies fluid to the lift cylinder circuit 174 through a line 176, a check valve 178, to a line 180. Thus, when the valve 172 is set to supply fluid through lines 176 and 180, the lift cylinders 34 will retract, raising the scarifying blades. When the blades are raised, for example to the position of FIGURE 2, the oil in cylinders 34 is quickly dumped, allowing the blades to descend in a more or less free pivoting fall. Reversing the position of valve 172 pressures the pilot line 182, which divides at the bottom, each side passing through a restrictor 184 before going to a sump connection 186. The pressure in the line behind the restrictors actuates pilot check valves 1S8, causing them to switch over to the dump position, thereby quickly connecting the lift cylinders 34 to sump connections 190 and providing the least amount of resistance between the cylinders and the sump.

To prevent the lift cylinders 34 from being dumped when the boom is in, an interlock valve 192 is provided and connected to each side of the lift cylinder valve 172 through check valves 194. Note the position of the boom interlock valve 192 in FIGURE 6. Thus, when the boom is in the linkage 1% will engage the plunger 198 of the interlock valve, but when the boom is out, the linkage will be scissored out to the dotted line position and the boom interlock valve will be free. The result is that when the boom interlock valve 182 is engaged, by the boom being in, the valve passes oil directly into a sump connection 200. Thus, any attempt to pressurize the pilot connection 182 will be unsuccessful since the hydraulic fluid will flow directly from the lift cylinder valve 172 through the upper check valve 194, through boom interlock valve 192 to the sump connection 200. But when the boom is moved out to the broken line position of FIGURE 6, the boom interlock valve 192 in FIGURE will be moved up closing the connection to the sump 200 so that the pilot 182 can be pressurized and the lift cylinders 34 dumped. A manual valve 202 may be provided in the line 17618il so that when the boom is raised, the valve may be closed to lock the boom in its raised position.

The reverse is also true. When the biades are down and the boom is in, the blades cannot be raised. Valve 172 would try to send oil through line 176 to the lift cylinders 34, but the oil will flow through the lower check valve 194, through the boom interlock valve 192 to the sump.

The auxiliary circuit may also have a valve 204 to supply fiuid to a setolf cylinder 206, not otherwise shown in the drawings, which may be a conventional device for raising the entire unit so that it may be set off of the track to allow traffic to pass. The auxiliary system may have a pressure relief valve 208 set to relieve at a certain pressure to return fluid to a sump connection 210.

The two circuits are joined by a pilot connection 212 which operates a pressure control valve 214 in the auxiliary or second circuit. The circuits may also be joined by a line 216 controlled by a check valve 218 so that both pumps 136 and 134 may drive the propulsion motor 156.

The pilot connection 212, however, limits this since valve 214 is set so that the output from pump 134 will merely return to the sump connection 210 until the output pressure from pump 130, as communicated through pilot connection 212, reaches a certain pressure. Above that pressure, valve 214 will close, causing the fluid from pump 13 to go through the auxiliary circuit 136. Thus, for example, when starting the unit up from a dead stop, only pump 1311 will be effected to drive the propulsion motor 156 since the pressure in circuit 132 will be low. Valve 214 will be open and the output from pump 134 will return to the sump connection 211). But after the unit gets underway and the pressure begins to build up in the main circuit 132, at a predetermined pressure, for example 2200 p.s.i., pilot line 212 causes valve 214 to close. Pump 134 then starts supplying high pressure fluid through the auxiliary circuit, through line 216, to the main circuit to help drive the propulsion motor 156.

To regulate or determine the depth of penetration of the blades into the ballast, a scale 226 may be positioned on the arms 35), as shown in FIGURE 3, with a pointer 222 mounted on the carriage or frame, if desired.

We may also provide a conventional turntable as a part of the machine so that it may be rotated, for example degrees, so that the ties may be inserted from the other side. It may be also used to raise the machine so that set-off rails may be inserted. But such structure may be conventional.

The use, operation and function of the invention are as follows:

Railroad maintenance requires that worn-out ties be replaced in an otherwise satisfactory stretch of roadbed. There are other machines which can destroy and/or remove these ties and the present invention is directed to a machine and method for scarifying a tie bed and for inserting a new tie under the rails of the track.

The scarifier 24 is mounted on pivotal arms and a pair of piston and cylinder assemblies are used to raise the scarifier to the up position shown in FIGURE 2. Preferably, the scarifier is dropped from the position of FIGURE 2 to the down position when it is desired to form a trench in the ballast for a new tie. The hydraulic circuit which operates the lift cylinders and arms 30 are so arranged that the scarifier may be substantially freely dropped. In many instances the ballast will be sufficiently loose so that a single drop of the scarifier head will be sufiicient to place the blades at the proper depth within the ballast. However, at other times two or three drops may be required. In any event, after the scarifier has been dropped into the ballast a sutficient depth, the piston and cylinder assemblies 64 are actuated to move the blades from the position of FIGURE 2, or the closed position, to the open position of FIGURE 3. The blades will slide outwardly and form a trench be tween them which is of a size and shape to receive a tie.

The boom 83 is moved to the outward or dotted line position of FIGURE 6 before the blades are dropped. During traveling, with the blades raised, the boom can be moved into the full line position of FIGURE 6.

After the trench is formed by dropping or lowering and separating the blades, the boom is moved to the inner or full line position of FIGURE 6 placing the sheave 1111 more or less directly over the rail. The clamp or tie fitting 106 is then connected to the far end of the tie to be inserted, and the operator, by manipulating the handlebars of the clamp, guides the near end of the tie toward and into the trench. The tie is drawn in by the winch which reels in cable 98. The control for the winch may be placed on the handlebars 102 of the tie clamp or fitting so that the workman guiding the tie can also control or regulate the rate, direction and timing of its insertion. Or the operator of the machine may control it. It is important that the boom be moved to its inner position, the full line position of FIGURE 6, before the Winch starts reeling in the cable, since the position of sheave 101 determines how far the cable will be able to insert the tie. For example, in FIGURE 1 the device is shown with the boom in its outer position and may, therefore, be considered to be a view taken right after the blades have been dropped and separated. The next step would be to pivot the boom in, hold it or lock it in place, and then activate the winch to reel in the cable. In the position of FIGURE 1, sheave 101 is out beyond the normal tie ends, so the newly inserted tie could not be fully inserted. The boom should be pivoted in to a point where sheave 101 is inside of the normal tie ends. We prefer that the boom be positioned in the FIGURE 6 full line position during the reeling in operation. For example, in FIGURE 5 the boom is shown in the proper position and the sheave 101 is more or less over the rail. Thus, the new tie can be fully inserted. After the new tie is inserted and the cable and clamp or fitting disconnected, the boom is moved out to its FIGURE 6 dotted line position and the scarifying head and blades are raised. The blades should be held in their open position during raising and, in fact, would have to be open since the new tie is between them.

It should also be understood that the blades may be forced into the ballast instead of dropped. For example, we might grab the rails or ties with clamps attached to the frame and push the blades into the ballast. But a free drop is preferred since this does not have a tendency to raise or hump the rails.

The blades have been shown as extending on both sides of the rails, but it should be understood that the portion of the blades outside of either one rail or the other may be eliminated. We prefer that the center portion of the blades between the rail always be used, Also, the portion of the blades outside of the rail on the side where the tie is inserted should be used, for example the right side in FIGURES 1 and 5. But the portion of the blades outside of the rail on the other side, on the left side in FIGURES 1 and 5, may not be necessary since the leading blunt face of the tie may merely push the ballast ahead of it on that side.

Having the blades extended down somewhat in the center portion between the rails, such as shown in FIG- URE 5, is considered important. In other words, the trench is made a little deeper than necessary between the rails. Since the ballast directly under the near rail will not be touched by the blades, the entering tie will push ahead of it the ballast from under the near rail. For example, in FIGURE 1 the ballast under the right hand rail will be pushed ahead of the tie and will end up between the rails. By having the trench between the railsa little deeper than actually necessary, this ballast will have a place to go without causing the front end of the tie to ride up. Otherwise, the leading face of the tie has been known to ride up and hit the far rail.

After the blades 40 have been moved apart a proper distance to provide a trench, a tie is attached to the bracket 100 so that an operator by grasping the handle 102 may align and guide the tie. The trench will be deeper at the center than at its sides so that any ballast moved into the trench by the tie can be deposited at the center. The operation may be followed by a tamper or other machine for fully packing the ballast around the newly inserted tie.

Although the invention has been described and shown as utilizing blades which extend completely across the track and outside each of the rails, in some applications the blades may merely span the rails, or in other applications the blades may span the rails and extend out only on one side. In the latter example, the tie will be shoved in where the trench was complete and the tie itself would serve to make a trench on the opposite side of the track.

The blades or bladelike diggers 40 should not be limited to the shape shown. Preferably the blades will be continuous or solid, but in some applications the bot tom surface thereof may be formed with closely spaced projections or teeth, much like the end of a rake. In general, however, it is desirable to have the blades substantially solid or continuous.

As shown, the blades are slideably moved to the open position. The invention should also include an arrangement in which the blades are pivoted or otherwise moved to open position.

While we have shown both blades as being moved apart or separated by the cylinders 64, it should be understood that one blade could be stationary and the other movable. Further, the unit is preferably self-propelled.

Whereas the preferred form of the invention has been shown and described herein, it should be realized that there are many modifications, substitutions and alterations thereto within the scope of the following claims.

We claim:

1. In a railroad tie bed scarifier, a frame, means for moving it along a railroad track, a pair of generally parallel bladelike digger means extending transversely of the frame and mounted thereon, of a length greater than the rail gauge, said digger means being movable up and down on said frame, means for causing said digger means to move downwardly into the ballast beneath the rails, and means for moving said digger means apart to form a trench in the ballast beneath the rails to provide for subsequent insertion of a railroad tie.

2. The structure of claim 1 further characterized by and including means mounted on the frame for inserting a tie endwise into the trench and beneath the rails.

3. The structure of claim 1 further characterized in that said bladelike digger means spans both rails of the track.

4. The structure of claim 3 further characterized in that bladelike diggers extend outwardly beyond the rails, on each side of the track, a distance sufficient to form a trench the length of a railroad tie, said diggers having openings in alignment with the rails.

5. The structure of claim 1 further characterized in that said digger means include parallel blades normally placed together, and means for slideably moving said blades apart to create a trench in the ballast.

6. The structure of claim 5 further characterized in that the means for slideably moving said blades apart includes a piston and cylinder assembly.

7. The structure of claim 1 further characterized by and including means for stabilizing said frame on the rails during the inserting operation.

8. In a railroad tie bed scarifier, a frame, wheels mounted on the frame for moving it along a railroad track, a pair of parallel horizontally slideable transversely extending digger blades mounted on the frame, means for raising said blades, means for causing said blades to move downwardly into the ballast beneath the rails, means for slideably moving said blades apart to form a trench in the ballast, and means mounted on the frame for inserting a tie into the trench between the blades.

9. The structure of claim 8 further characterized in that the means for raising said blades includes a pair of piston and cylinder assemblies mounted on the frame.

10. The structure of claim 8 further characterized in that said blades are fixed to a pair of arms, said arms being pivotal on said frame, said piston and cylinder assemblies being effective to raise and lower said arms and blades.

11. The structure of claim 8 further characterized in that the means mounted on the frame for inserting a tie into the trench between the blades includes a boom pivoted to said frame, means for attaching a tie to the boom, and power means for moving the boom and tie inwardly toward the rails.

12. The structure of claim 11 further characterized in that said power means includes a piston and cylinder assembly mounted on said frame.

13. The structure of claim 8 further characterized in that the means for slideably moving said blades apart includes fluid piston and cylinder means.

14. The structure of claim 8 further characterized in that said blades are substantially freely dropped from a raised position into the railroad ballast.

15. A device for inserting ties beneath a pair of railroad rails including means for forming a trench in the ballast beneath the rails, means for aligning a tie, to be inserted, with the trench, and meansfor inserting the tie into the trench and beneath the rails.

16. In a railroad tie bed scarifier, a base, means for moving it along a railroad track, a boom movably mounted on said base and extending therefrom along the rails of a track, a scarifying structure mounted adjacent the end of the boom, the boom and the scarifying structure being of substantial weight, the scarifying structure including blades extending in parallel across the track, means for maintaining the outer end of the boom spaced upwardly from the track with the scarifying blades out of contact with the track, including means for elevating the boom end to a sufficient elevation, whereby when the boom .is released, the scarifying blades penetrate deeply into the ballast to a distance not less than the vertical dimensions of a railroad tie, means effective after the blades have penetrated the ballast for separating the scarifying blades by a generally horizontal blade movement, whereby to open a transverse depression in the ballast of a width along the rails suflicient to receive a tie, while maintaining the blades at their predetermined penetration, whereby the bottom of the depression in the ballast formed by the relative separation of the penetrating blades is substantially horizontal and fiat, and additional means mounted on the body for moving a railroad tie endwise into the space between the two blades, and beneath the rails of the track.

17. The structure of claim 16 characterized by and including guiding means for the blade movement, said guiding means being located entirely between the rails of the track, the blades having end portions extending exteriorly of the rails.

18. The structure of claim 16 characterized by a tie moving means including a second boom, means for moving its outer end into alignment with the space defined between the scarifying blades, when the blades are at their normal separation, said boom carrying a flexible tie moving cable, and means on the boom for guiding the cable for movement in a plane between the two blades.

19. The structure of claim 16 in which the tie moving boom is pivoted for rotation about a generally upright axis and on which means are provided on the body for drawing in on the flexible tie moving cable carried by said boom.

20. In a rail-road tie bed scarifier, a base, means for moving it along a railroad track, a scarifying structure movably mounted on the base including blades extending in parallel across the track, means for normally maintaining the blades out of contact with the track, and means for releasing the blades for gravitational penetration into the ballast of the track, means effective after the blades have penetrated the ballast for separating the blades by a generally horizontal movement of at least one blade, whereby to open a transverse depression in the ballast of a width along the rails suflicient to receive a tie, and while maintaining the blades at their predetermined penetration, whereby the bottom of the depression between the penetrating blades is substantially horizontal and fiat, and additional means, mounted on the body, for moving a railroad tie endwise into the space between the two blades, and beneath the rails of the track.

21. The structure of claim 20 characterized in that the tie moving means includes a boom pivoted at its inner end for movement about a generally upright axis and having an outer end alignable with the depression formed in the ballast between the penetrating blades, said boom having a tie hauling cable and means for guiding it, and means on the base for moving said cable.

22. The structure of claim 20 further characterized by and including automatic means for preventing the blades from being either raised or lowered while the tie moving means is in operation.

23. The structure of claim 20 further characterized by and including an auxiliary lock for separately holding the blades in raised position while the scarifier is traveling.

24. In a railroad tie bed scarifier, a support movable along a railroad track, a pair of generally parallel blades extending transversely of said support and spanning both rails of a track and extending outwardly beyond each rail, means for moving said blades up and down in relation to said support, including means for forcing the blades into the ballast to a level substantially below the rails, and means for thereafter moving said blades apart, along the rails, whereby to form a trench in the ballast, such trench extending between the rails and outwardly beyond the rails, whereby to provide for the subsequent ready endwise insertion of a railroad tie beneath the rails.

References Cited by the Examiner UNITED STATES PATENTS 7/1952 Woolery ..1049 3/1961 Paulson 104-9 

1. IN A RAILROAD TIE BED SCARIFIER, FRAME, MEANS FOR MOVING IT ALONG A RAILROAD TRACK, A PAIR OF GENERALLY PARALLEL BLADELIKE DIGGER MEANS EXTENDING TRANSVERSELY OF THE FRAME AND MOUNTED THEREON, OF A LENGTH GREATER THAN THE RAIL GUAGE, SAID DIGGER MEANS BEING MOVABLE UP AND DOWN ON SAID FRAME, MEANS FOR CAUSING SAID DIGGER MEANS TO MOVE DOWNWARDLY INTO THE BALLAST BENEATH THE RAILS, AND MEANS FOR MOVING SAID DIGGER MEANS APART TO FORM A TRENCH IN THE BALLAST BENEATH THE RAILS TO PROVIDE FOR SUBSEQUENT INSERTION OF A RAILROAD TIE. 